US Coast Guard Asset Guide - Update 20 November 2018

USCG Air/Vessel Asset Guide - Desktop Reference for the Radio Monitor

The original coast guard asset desktop reference was compiled by Mark Cleary for many years. Recently Mark announced that he is no longer working on this project or the COTHEN list. So I have taken over his duties to update and maintain the USCG Air/Vessel Asset Guide. Your updates, additions and correction are always appreciated and you can send them to Larry Van Horn via email at n5fpw at frontier dot com. Photographs used in this guide are courtesy of the US Coast Guard unless otherwise indicated.

US Coast Guard Air Asset Guide

The Coast Guard operates 201 fixed-wing and rotary-wing aircraft – airplanes and helicopters – to support its work as a law enforcement arm, a military service branch, and a seafaring service.

Nearly all Coast Guard aircraft have some role in homeland security operations, and some are now armed. The Coast Guard operates its aviation fleet on the principle that it cannot afford a fleet of aircraft intended solely for specialized missions, and has concentrated on aircraft that can carry out a wide range of diversified missions.

The service operates three Gulfstream V aircraft as its principal command and control transport for senior Coast Guard and Department of Homeland Security officials. On long flights, the C-37A can carry 12 passengers and a crew of four with a range of 6,500 nautical miles, all with considerable fuel efficiency. The C-37A enjoys commonality of parts and supplies with more than a dozen C-37As operated by the other military branches.

The Coast Guard currently operates a long-range turboprop aircraft fleet consisting of HC-130H Hercules and HC-130J Super Hercules. However, the HC-130H Hercules aircraft are reaching the end of their useful service lives. The Coast Guard conducted a limited sustainment and enhancement project to modernize systems on its HC-130Hs and is continuing with the acquisition of the more capable and cost-effective HC-130J. Under the direction of the Department of Defense Authorization Act for fiscal year 2014, seven HC-130Hs will be transferred to the U.S. Forest Service following modification by the U.S. Air Force. The remaining HC-130Hs will be systematically retired as the HC-130Js are accepted into service.

The HC-130 provides a versatile platform capable of serving as an on-scene command-and-control platform with extended loitering capabilities as well as performing various missions, including maritime patrol, law enforcement, search and rescue, disaster response, and cargo and personnel transport. As a surveillance platform, it provides the critical means to detect, classify, and identify targets. For each of these missions, the information is shared with operational forces capable of interdicting drugs or migrants, protecting living marine resources, and enforcing economic, safety, and security zones. The HC-130 uses a powerful multi-mode surface-search radar and a nose-mounted electro-optical/infrared (EO/IR) device combined with an Airborne Tactical Workstation and military satellite communications capability to improve mission effectiveness.

In 2001, the Coast Guard received funding for the acquisition of six HC-130Js. Full operational capability with missionization was completed in mid-2010. In recent years, the service has received additional funding for five more aircraft, three of which were ordered through the U.S. Air Force in September 2012.

HC-144A Ocean Sentry, Medium Range Maritime Patrol Aircraft (MPA) is a medium-range maritime patrol version of the EADS CASA CN 235-300M cargo aircraft, the HC-144A is performing missions previously carried out by the HU-25 fleet as well as surveillance, rescue, and transport roles performed by the HC-130Hs. The HC-144A – equipped with a new command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) suite, radar and EO/ IR sensor mission systems pallet – is designed to serve as an on-scene command platform for SAR and homeland security operations and perform transport missions.

The Coast Guard has accepted delivery of 17 Mission System Pallets (MSP), a roll-on, roll-off suite of electronic equipment that enables Ocean Sentry aircrews to compile data from the aircraft’s multiple integrated sensors and transmit and receive classified and unclassified information with other aircraft, surface vessels, and shore facilities. With multiple voice and data communications capabilities as well as satellite communications, the MSP contributes to the common tactical and operating pictures.

The HC-144A provides extended on-scene loitering capabilities while also being capable of performing maritime patrol, law enforcement, SAR, disaster-response, and cargo and personnel transport missions. The Ocean Sentry also is capable of maintaining secure communications with the Department of Defense, Department of Homeland Security and allied forces.

The Coast Guard completed planned work under this project with the delivery of its 18th HC-144A in September 2014. Ocean Sentries are currently operating from Coast Guard Air Stations Mobile, Alabama; Cape Cod, Massachusetts; Miami, Florida; and Corpus Christi, Texas. Procurement has ended in light of the acquisition of 14 C-27J Spartans.

An all-weather, medium range recovery helicopter similar to the Navy MH-60R and MH-60S Sea Hawk, with roots going back to the Army’s basic H-60 Black Hawk transport, the Coast Guard MH-60 is a medium range recovery helicopter that is capable of a variety of missions. The service began to operate the aircraft in 1990 as a replacement to the nowretired HH-3F Pelican. The Coast Guard has 43 MH-60Ts.

Jayhawks are crewed by two pilots, a flight mechanic, and a rescue swimmer, and can carry up to six seated survivors. It is capable of limited shipboard operations as well as landbased operations out to 300 nautical miles, with a 45-minute on-scene time.

The MH-60T employs full night-vision-device capability. Primary tactical navigation is accomplished through blended GPS and inertial navigation system receivers. In addition to a rescue hoist – rated for 600 pounds – the Jayhawk is equipped with a heavy-lift external sling with a capacity of 6,000 pounds. The MH-60 carries sensors and equipment for SAR missions, law enforcement, and homeland security missions. Upgrades completed in 2008 providing armed response capability precipitated an airframe designation from HH-60J to MH-60J. The MH-60T is an upgrade of the MH-60J with “glass” cockpit, new electro-optical and infrared sensors, new radar, and upgrades to the engines. All MH-60Ts are equipped with Airborne Use of Force (AUF) capabilities. These upgraded MH-60Ts are expected to serve until 2027. The final MH-60T conversion was delivered in February 2014.

The H-65 Dolphin is the Coast Guard’s oldest and most numerous current helicopter, dating to the 1980s when it was selected for the short-range rescue mission, and one of the service’s first helicopters without the capability to perform water landings.

The H-65 is a short range recovery aircraft. This twinengine, single-rotor helicopter is certified for all weather and night time operations, but it is prohibited from flying under known icing conditions. The strengths of this aircraft include its speed, flexibility, and integrated electronics package. The H-65 is the Coast Guard’s standard shipboard-deployable aircraft and operates from all flight deck-equipped cutters. Navigation inputs are processed through a central mission computer unit, which can generate search patterns from pilot-provided input. This minimizes the attention needed to navigate the aircraft and maximizes search effectiveness. Endurance of the H-65 is limited, with a maximum endurance profile at 75 knots of 3.5 hours. The aircraft can sprint at speeds up to 165 knots for short periods and sustain speeds of more than 140 knots.

An AUF capability was added to all H-65s, resulting in their redesignation as MH-65C. The MH-65C also obtained SATCOM capability, an integrated EO/IR system, and a night vision goggles (NVG) heads up display (HUD) to help pilots maintain situational awareness during nighttime operations. The MH-65Cs used by Helicopter Interdiction Tactical Squadron (HITRON) Jacksonville, Florida, for counterdrug operations carry an M240 machine gun and an M107 .50-caliber precision fire weapon for disabling fire.

The program is broken up into six Discrete Segments:

Discrete Segment 1 (H-65/MCH Phase I)

In response to safety and reliability concerns, this segment focused on replacing the LTS 101 engines with Turbomeca Arriel 2C2CG engines and associated components. Re-engined aircraft are designated HH-65C. Other improvements include strengthened landing gear, a new 10-bladed tail rotor and drive shaft that will allow the HH-65 to move horizontally to the left or right at 70 knots.

Discrete Segment 2 (National Capital Region Air Defense)

This segment provides a NCRAD mission capability mandated by DHS by increasing the fleet size from 95 to 102 aircraft. The Coast Guard’s role in the mission is to conduct helicopter operations in the National Capital Region to identify and intercept aircraft operating within the Washington, D.C. area.

Discrete Segment 3 (Airborne Use of Force)

This segment provides the Coast Guard with an organic Airborne Use of Force (AUF) capability provided in AUF packages. The A-kit includes night vision goggle/infrared-compatible formation flying lights and cockpit displays, and an upgraded hailing system, mounts and internal stowage for ammunition and weapons. The AUF B-kit adds ballistic armor for aircrew protection, one M240 7.62mm general purpose machine gun and one RC50 .50 cal. precision rifle. The B-kit also provides a pilot’s head-up display, night vision optics and a Forward Looking Infrared (FLIR) sensor.

The project also adds new communications systems –such as the AN/ARC-210 military satellite communications radio, AN/ARC-220 high frequency Automatic Link Establishment (ALE) radio, and the RT5000 multi-band radio, which connects an aircrew with federal, state & local law enforcement agencies and emergency services. The MCHs also will have a DF-430 direction finding system.

The new designation following these upgrades was MH-65C.

The MH-65C provided a Vertical Insertion and Vertical Delivery capability – the ability to deliver a 3-person interagency response team 50NM from shore or a Coast Guard flight deck-equipped cutter.

Discrete Segment 4 (H-65/MCH Phase II)

This segment will build upon the MH-65C configuration developed during Discrete Segment 3 and addresses obsolete aircraft “safety of flight” subsystems that are no longer economically supportable. The improvements include the replacement of the navigation system and six aircraft gyros with a dual digital embedded GPS/inertial navigation system aircraft will be designated MH-65D.

Flight testing on the first MH-65D, CG 6543, began in March at the Coast Guard Aviation Logistics Center in Elizabeth City, N.C. The MH-65D features a new flight navigation system which replaces the current compass, directional, yaw rate gyro systems, and GPS system. Initial Operating Capacity is expected to be reached during the 3rd quarter of FY10.

Discrete Segment 5 (Aircraft Ship Integrated Secure and Traverse)

In 2004, the Coast Guard decided that the Deepwater program, would be constructed with the ASIST system built by Indal Technologies, Inc. This discrete segment develops one prototype and nine additional ASIST-equipped H-65s that are compatible with the National Security Cutter for shipboard helicopter operations.

Discrete Segment 6 (H-65/MCH Phase III)

This segment is currently the final planned phase for H-65 upgrades. It addresses the remaining aircraft subsystem obsolescence issues and provides further enhanced capabilities, including replacement of the analog automatic flight control system with a digital system, a digital “glass” cockpit using common rotary wing avionics architecture, and digital weather radar. Following this upgrade, the aircraft will be designated as MH-65E.

The MH-65D was the result of the latest incremental modernization project, Segment 4 of a six-segment modernization plan, which commenced in August 2010 and will extend the aircraft’s service life through 2027. It addresses immediate critical mission degraders as well as replacing additional obsolete subsystems, including the aircraft’s navigation system and gyros, with digital GPS and inertial navigation. It adds a new digital Automatic Flight Control System (AFCS), integrated flight deck with sensor display screens, and a robust, effective C4ISR suite.

As of October 2014, 80 of the service’s 99 H-65s had been modified to Segment 4, or MH-65D standard. Segment 5 will add a secure shipboard handling, securing, and traversing system. Segment 6, which brings the fleet to MH-65E standard, will replace the analog automatic flight control with digital systems, and install digital weather radar and digital glass cockpit instruments, among other modernization upgrades.

The Coast Guard’s largest ship, the CGC Healy, was launched in 1997 and commissioned in 2000, joining the two Polar-class icebreakers in their homeport of Seattle, Washington. The Healy is designed to conduct a wide range of research activities, providing more than 4,200 square feet of scientific laboratory space, numerous electronic sensor systems, oceanographic winches, and accommodations for up to 50 scientists. Healy is capable of breaking 4.5 feet of ice continuously at 3 knots and can operate in temperatures as low as minus 50 degrees F. The scientific community provided invaluable input on lab layouts and scientific capabilities during design and construction of the ship. As a Coast Guard cutter, the Healy is also a capable platform for supporting other potential missions in the polar regions, and is capable of accommodating two H-65 Dolphin helicopters or one Dolphin and one H-60 Jayhawk helicopter.

National Security Cutter (NSC), 418-foot Legend class The first major cutter to join the Coast Guard as part of the fleet recapitalization plan, the national security cutter is the largest and most technologically advanced of the service’s new cutters. At 418 feet in length, capable of speeds up to 28 knots, with a crew complement of 122 and a displacement of 4,500 long tons, the Legend-class cutters are capable of better seakeeping and higher sustained speeds as well as greater endurance than legacy cutters.

The ships, being acquired by the Coast Guard Acquisition Directorate, feature modern command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) capabilities and provide interoperability with U.S. Navy systems and a common operational picture to enhance maritime domain awareness. In addition to a helicopter deck, the class has a stern ramp for launching and recovering two classes of rigid-hull inflatable (RHIB) cutterboats that deploy with the NSC: the 35-foot CB-LRI-II and the 26-foot CB-OTH-IV. The NSC can carry a total of three boats: one LRI-II and two CB-OTH-IVs. The first cutter, Bertholf, was commissioned Aug. 4, 2008, and completed its first extended operations in 2009. The second cutter, Waesche, was commissioned May 7, 2010. The third, Stratton, was commissioned March 31, 2012. Hamilton, the fourth NSC, was commissioned in December 2014. The fifth, James, was commissioned in August 2015. The sixth NSC, Munro, was christened in November 2014, and the seventh, Kimball, is under construction. The Coast Guard plans construction of eight national security cutters.

The NSC is armed with a 57 mm/Mk. 110 gun, which is also employed by the Navy’s littoral combat ships, and four M2 .50-caliber machine guns. The NSC can accommodate two H-65s, or one H-65 or H-60 and two vertically launched unmanned aerial vehicles, or other combinations.

The Polar-class icebreakers, built in the 1970s, were designed for open-water ice breaking and have reinforced hulls, special ice breaking bows, and a system that allows rapid shifting of ballast to increase the effectiveness of their ice breaking. These ships are capable of continuous progress through ice 6 feet thick at a speed of up to 3 knots. The CGCs Polar Sea and Polar Star were built to serve in the Arctic and Antarctic, supporting science and research as well as providing resupply to remote stations, but their capabilities also enable them to perform search and rescue, ship escort, environmental protection, and enforcement of laws and treaties in places most ships cannot reach. They are fully equipped for helicopter berthing and deck operations, and can carry two H-60 Jayhawks or H-65 Dolphins. Polar Star was reactivated in December 2012 after three years of refurbishment and modernization. Polar Sea remains laid up while its disposition is determined. The Coast Guard is conducting requirements generation and associated preliminary acquisition tasks for a new heavy icebreaker.

Highly versatile and capable of performing a variety of missions, these cutters operate throughout the world’s oceans. Because of their high endurance and their capabilities, similar to those of Navy warships, Secretary-class cutters occasionally deploy as part of Navy carrier battle groups. CGC Hamilton (WHEC 715), commissioned in 1967, was first of the class, which formed the mainstay of the Coast Guard from the 1970s into the 2010s.

The Secretary-class cutters are ideally suited for long-range, high-endurance missions, and for fulfilling the maritime security role, which includes drug interdiction, illegal immigrant interception, and fisheries patrol. The ships are powered by diesel engines and gas turbines, in a combined diesel and gas (CODAG) plant, and have controllable pitch propellers. Equipped with a helicopter flight deck, retractable hangar, and the facilities to support helicopter deployment, these 12 cutters were introduced to the Coast Guard inventory in the 1960s, and seven remain in service. The entire class was modernized through the Fleet Rehabilitation and Modernization (FRAM) program between 1985 and 1992, modernizing their helicopter flight deck facilities, radars and other sensors, and fire-control systems.

With a crew of 160, each displaces 3,340 tons. Each is capable of accommodating a single HH-65 Dolphin helicopter.

Secretary-class cutters have been given upgraded C4ISR capabilities under the Deepwater project. The Chase and Hamilton were transferred to the Nigerian and Philippine navies, respectively, in 2011. The Dallas and Jarvis were decommissioned in 2012 and transferred to the Philippine and Bangladeshi navies, respectively. Gallatin was decommissioned in March 2014 and has since been transferred to the Nigerian navy. Rush transfererd to the Bangladeshi navy in May 2015. Ships of the class will continue to be retired as national security cutters enter the fleet.

Offshore patrol cutters (OPCs) will provide the midrange capability in the Coast Guard’s layered defense concept, filling the role between the NSC and FRC and replacing the service’s two classes of aging medium endurance cutters. The OPC is to feature increased range and endurance, more powerful weapons, a larger flight deck, and improved C4ISR equipment, and will accommodate aircraft and boat operations in higher sea states. Using a two-phase acquisition strategy that emphasizes affordability as a major requirement, the service awarded three Phase I contracts in
February 2014 for preliminary and contract design (P&CD) to Bollinger Shipyards Lockport LLC (Lockport, Louisiana); Eastern Shipbuilding Group Inc. (Panama City, Florida); and General Dynamics, Bath Iron Works (Bath, Maine). At the end of the 18-month Phase I period, the Coast Guard will select one team to develop Phase II detail design and construction of the first OPC of a planned 25-ship class.

• Length: 360 feet

• Displacement: 3,200 Tons

• Speed: 22 kts

• Range: 10,200 nautical miles

• Propulsion: 2 Diesels

• Endurance: 60 Days

• Aircraft: 1 H-65

• Boats: 3OTH

• Crew: 16 Officers, 75 Enlisted

• Armament: 57mm gun, MK15 CIWS, SLQ-32, SRBOC/NULKA

• Number planned: 25

Coast Guard Eagle Training Barque

The tall ship Eagle is a three-masted sailing barque with 21,350 square feet of sail, homeported at the Coast Guard Academy, New London, Connecticut. It is the only active (operational) commissioned sailing vessel in the U.S. maritime services. Seventh in a line of cutters to bear its name, the CGC Eagle was built in 1936 by Blohm and Voss in Hamburg, Germany, as a training vessel for German naval cadets.

It was taken as a war prize in 1946, commissioned into Coast Guard service as the Eagle, and sailed from Bremerhaven, Germany, to New London, Connecticut. The Eagle serves as a seagoing classroom for approximately 175 cadets and instructors from the academy. On the Eagle, cadets apply the navigation, engineering, and other skills they develop in classes at the academy.

Eagle’s hull is built of steel, four-tenths of an inch thick. It has two full-length steel decks with a platform deck below and a raised forecastle and quarterdeck. The weatherdecks are 3-inch-thick teak over steel. When at home, the Eagle is moored at the Fort Trumbull State Park on the Thames River. Eagle began the first phase of a four-year refit and renovation program at the Coast Guard Yard in Curtis Bay, Maryland, Sept. 26. The work will proceed in phases so that training periods at sea can continue. The first phase includes maintenance of the rudder, hull and rigging, lead ballast replacement, and berthing area renovations.

The cutter Alex Haley (WMEC 39) is a one-of-a-kind Coast Guard ship, named for the service’s first chief journalist, who later wrote Roots and won a Pulitzer Prize. Commissioned in 1971 as the Navy salvage and rescue ship USS Edenton (ATS 1), the vessel was transferred to the Coast Guard in November 1997 for conversion into a medium endurance cutter. The cutter’s primary missions are law enforcement, domestic fisheries enforcement, and SAR in Alaskan waters. With a crew of 99, the ship can accommodate a single H-65 Dolphin or MH-60 Jayhawk.

The first of 13 Famous-class cutters, the Bear (WMEC 901), entered service in 1983, and these ships have become a familiar sight on the world’s oceans ever since. Together with the 14 Reliance-class vessels, Famous-class cutters are the service’s primary tools for law enforcement, counterdrug, and SAR missions. These ships are the most modern and advanced medium endurance cutters, with a modern weapons and sensor suite. They have long been equipped with a Command, Display, and Control (COMDAC) computerized ship control system that was significantly updated in the 1990s and makes these ships effective with smaller crews. Famous-class ships operate with a crew of 100.

Armament includes a Mk. 75 76 mm fully automatic gun capable of firing up to 80 rounds per minute. The Shipboard Command and Control System (SCCS) uses radar, LORAN (long range navigation), and GPS (Global Positioning System) technologies. SCCS is an integrated and sophisticated system that brings the ship’s electronic resources together to facilitate operations.

Famous-class cutters are able to land, launch, and service the H-65 Dolphin, and some can also operate the Jayhawk. A Dolphin and a five-member aviation detachment usually deploy with the ship. The cutter’s active stabilization system extends the operating parameters of the cutter aircraft team by providing a stable platform for flight evolutions during rough sea conditions. This allows the cutters to serve the vital role of search and rescue in almost any storm or location. For law enforcement boardings these cutters carry a 23-foot over-the-horizon cutter boat and a 19-foot rigid hull inflatable boat.

Under the Mission Effectiveness Project (MEP), Famousclass cutters received capability enhancements, major maintenance, and replacement of obsolete, unsupportable, or maintenance-intensive equipment, which included installing improved C4ISR suites. The Reliance-class ships also underwent MEP. All 270-foot cutters finished their MEP in September 2014, ensuring their operational reliability until their replacement by the offshore patrol cutter.

The CGC Mackinaw (WLBB 30), like its predecessor of the same name, was designed specifically for the Great Lakes, where its mission has been to keep the shipping lanes open through as much of the winter as possible. Like the former Mackinaw (WAGB 83), the new ship is homeported in Cheboygan, Michigan, and remains the only U.S. heavy ice breaking resource assigned to the Great Lakes. The ship performs ice breaking as well as ATON (aids to navigation), search and rescue (SAR), law enforcement, and other missions. It has a crew of nine officers and 46 enlisted members. The Mackinaw features state-of-the-art navigation, communication, and security systems and is able to carry a smaller crew than its namesake. The vessel also has a 20-ton crane for servicing aids to navigation, and an oil spill recovery system on board. It uses two podded propulsors and a bow thruster to provide excellent maneuverability, and is designed to break through 32 inches of ice at 3 knots.

Juniper-class buoy tenders are seagoing Coast Guard cutters responsible for maintaining short- and long-range ATON such as fixed structures and buoys. They have replaced the aging Balsam class of World War II-era buoy tenders. Buoy tenders provide light ice breaking in ice-laden domestic waters. Buoy tenders are multi-mission vessels, and conduct maritime law enforcement, homeland security, and defense operations, as well as provide search and rescue assistance should the need arise. The 225-foot Juniper’s twin diesel engine propulsion system supplies the speed and maneuverability necessary to tend coastal and offshore buoys in exposed locations. Perhaps the most important advance is the use of a new Dynamic Positioning System (DPS). DPS uses a differential GPS to fix positions. Using this technology, the crews are able to maintain the vessel’s position within a 10-meter circle in winds of up to 30 knots and waves of up to 8 feet. The Juniper class cutters are to undergo mid-life renovation under the In-Service Vessel Sustainment (ISVS) project.

The 14 Reliance-class cutters work alongside the Famous class ships, carrying out primarily law enforcement and search and rescue missions. The 210-foot ships were the first true post-World War II Coast Guard cutters. Outwardly, these ships reflect evolving Coast Guard operations during the latter part of the 20th century – sleek lines, flight decks, and a high pilothouse giving the bridge crew excellent all-around visibility. They do not have a helicopter hangar but can operate a single H-65 Dolphin on deck. It has a crew complement of 77.

Although lightly armed, these cutters were designed to carry additional armament including a 3-inch gun, a total of six .50-caliber machine guns, an SQS-17 sonar (later suggestions included using an SQS-36), an anti-submarine projector (Hedgehog), and/or two torpedo launchers. None of this armament was ever actually installed.

From 1986 to 1996, ships of this class underwent a midlife maintenance availability to upgrade machinery and equipment. There were 16 Reliance-class cutters, but budget cuts prompted the decommissioning of the Courageous (WMEC 622) and the Durable (WMEC 628) in 2001.

To prolong the longevity of the remaining cutters, the Coast Guard began the MEP in 2005 to increase operational availability by installing capability enhancements, performing major maintenance, and replacing obsolete, unsupportable, or maintenance-intensive equipment. The successful conclusion of the MEP in September 2014 ensures the operational reliability of these cutters until replacement by the offshore patrol cutter.

The 175-foot Keeper-class coastal buoy tenders are a new era in buoy tending, equipped with Z-drive propulsion units instead of the standard propeller and rudder configuration. The propulsion units are designed to independently rotate 360 degrees. Combined with a thruster in the bow, they give the Keeper-class cutters unmatched maneuverability. With state-of-the-art electronics and navigation systems including DPS, which uses differential GPS and electronic chart displays, it is possible to maneuver and position navigation aids with a smaller crew. Carrying a crew of 24, ships in this class are named for well-known lighthouse keepers. Although not classified as icebreakers, these ships can move through 9 inches of ice at 3 knots.

The Coast Guard’s inland construction tenders are broken into three classes, all designed for the construction, repair, and maintenance of fixed ATON and all operating on inland waters. The 160-foot WLICs are single units without barges. The 75-foot WLICs push either a 68- or 84-foot construction barge. The one 100-foot WLIC pushes a 70-foot construction barge. The barges are equipped with cranes and other ATON equipment to drive piles and work the smaller-sized buoys. The earliest of these tenders date to the 1940s and have crews of 13 to 15.

The Sentinel class is a key component of the Coast Guard’s recapitalized fleet and is critically needed to replace the aging 110-foot Island-class patrol boat fleet. The first cutter in this class, Bernard C. Webber, was delivered in February 2012. To honor past Coast Guard members, each cutter in this class will be named for one of the service’s many enlisted heroes. These cutters will be able to deploy independently to conduct the service’s missions, such as port, waterway, and coastal security; fishery patrols; drug and illegal immigrant law enforcement; SAR; and national defense operations. The cutters’ C4ISR suites will be completely interoperable with U.S. Navy, Coast Guard, Department of Defense, and Department of Homeland Security assets. The 154-foot cutters have a speed of more than 28 knots, and are based on an existing patrol boat design from Damen Shipyards. This vessel class is planned for a total of 58 patrol boats.

The 140-foot Bay-class cutters are single-screw tugs used primarily for domestic ice breaking duties. They are named after American bays and are stationed mainly in the northeastern United States and the Great Lakes. They use a low pressure- air hull lubrication or bubbler system that forces air and water between the hull and ice. This system improves ice breaking capabilities by reducing resistance against the hull, thereby reducing horsepower requirements. A 120-foot ATON barge augments the CGCs Bristol Bay and Mobile Bay. The Bay-class cutters have begun a mid-life renovation program under the In-Service Vessel Sustainment (ISVS) project to renew the most elderly or vulnerable components.

The Coast Guard 110-foot Island-class patrol boats are modified versions of a well-regarded British-designed patrol boat. These ships have excellent range and seakeeping capabilities, but are wearing out rapidly and are to be replaced by the fast response cutter. Seventeen 110-foot WPBs were renovated under the Mission Effectiveness Project (MEP) to ensure the 110-foot WPB fleet remains a reliable entity until the arrival of the FRC. The MEP was completed in 2012. Built in the late 1980s, they are equipped with advanced electronics and navigation equipment. WPBs are being decommissioned as more fast response cutters join the fleet.

The Coast Guard’s inland construction tenders are broken into three classes, all designed for the construction, repair, and maintenance of fixed ATON and all operating on inland waters. The 160-foot WLICs are single units without barges. The 75-foot WLICs push either a 68- or 84-foot construction barge. The one 100-foot WLIC pushes a 70-foot construction barge. The barges are equipped with cranes and other ATON equipment to drive piles and work the smaller-sized buoys. The earliest of these tenders date to the 1940s and have crews of 13 to 15.

The Marine Protector is an innovative, multi-mission class of vessel capable of performing search and rescue, law enforcement, fishery patrols, drug interdiction, illegal immigrant interdiction, and homeland security duties up to 200 miles offshore. The 73 cutters in this class carry an 11-person crew and are capable of achieving a maximum continuous speed of 25 knots. The class offers numerous improvements over the former 82-foot Point-class vessels, including improved seakeeping abilities (up to sea state 5), enhanced habitability, and compliance with current and projected environmental protection laws. The Marine Protector class also employs an innovative stern launch and recovery system using aluminum-hulled cutterboats propelled by inboard dieselpowered waterjets. The vastly larger pilothouse is equipped with an integrated bridge system, including an ECDIS (electronic chart display system), which interfaces with surface search radars used by U.S. warships. Four were built specifically to protect Navy ballistic missile submarines while they
are in transit in and out of Kings Bay, Georgia, and Bangor, Washington. Production was completed in 2009.

The Coast Guard’s inland construction tenders are broken into three classes, all designed for the construction, repair, and maintenance of fixed ATON and all operating on inland waters. The 160-foot WLICs are single units without barges. The 75-foot WLICs push either a 68- or 84-foot construction barge. The one 100-foot WLIC pushes a 70-foot construction barge. The barges are equipped with cranes and other ATON equipment to drive piles and work the smaller-sized buoys. The earliest of these tenders date to the 1940s and have crews of 13 to 15.

The Coast Guard operates 18 tenders of 75-foot and 65-foot lengths on rivers in the western United States, deploying ATON buoys and day boards to mark river channels and to ease the efficient flow of commerce. WLRs push barges equipped with cranes that work ATON. Some WLRs are equipped with “jetting” devices that are used to set and anchor buoys in rivers with sandy or muddy bottoms. The barges are an integral part of the ATON mission. Barge lengths vary: 90 feet, 99 feet, and 130 feet.

The Coast Guard operates 18 tenders of 75-foot and 65-foot lengths on rivers in the western United States, deploying ATON buoys and day boards to mark river channels and to ease the efficient flow of commerce. WLRs push barges equipped with cranes that work ATON. Some WLRs are equipped with “jetting” devices that are used to set and anchor buoys in rivers with sandy or muddy bottoms. The barges are an integral part of the ATON mission. Barge lengths vary: 90 feet, 99 feet, and 130 feet.

Built between 1962 and 1967, the small, 65-foot harbor tugs are multi-mission cutters that have the distinction of being used only on the East Coast, from Maine to Virginia. With a crew of six, their primary missions are domestic ice breaking, port security, search and rescue, and law enforcement operations on rivers and in littoral areas. They are capable of breaking ice up to 12 inches thick.

The Coast Guard operates 18 tenders of 75-foot and 65-foot lengths on rivers in the western United States, deploying ATON buoys and day boards to mark river channels and to ease the efficient flow of commerce. WLRs push barges equipped with cranes that work ATON. Some WLRs are equipped with “jetting” devices that are used to set and anchor buoys in rivers with sandy or muddy bottoms. The barges are an integral part of the ATON mission. Barge lengths vary: 90 feet, 99 feet, and 130 feet.

Coast Guard vessels under 65 feet in length are classified as boats and usually operate near shore, on inland waterways, or attached to cutters. The service has about 1,680 altogether, although the number fluctuates. These craft include heavy weather response boats, special purpose craft, ATON boats, and cutter-based boats. Sizes range from 64 feet in length down to 12 feet. The new emphasis on homeland security has produced a corresponding emphasis on smaller, fast boats such as the Response Boat-Small and Response Boat-Medium. An added capability for the ATON forces is the procurement of new work boats that replaced those that have exceeded their economic service life and are no longer cost effective to maintain. The new boats brought into service are ATON Boat-Small (AB-S), a 20-foot aluminum hull with a range of 70 nautical miles, and ATON Boat-Skiff (AB-SKF), a 16-foot aluminum hull with a range of 50 nautical miles. Both boats are outfitted with standard electrical systems and ample working deck space.

55-Foot Aid-to-Navigation Boat

These boats assist in maintaining the nearly 50,000 navigation aids on the marine transportation system. They include the 64-foot Self-Propelled Barge that primarily operates on protected rivers and protected waters; 55-foot aluminum hull that can operate in moderately rough weather in coastal and inland waters; 49-foot Stern Loading Buoy boat that supports the short-range ATON mission; 26-foot Trailerable ATON boat that serves as the workhorse for ATON teams; 20-foot ATON Boat-Small; and 16-foot ATON Boat-Skiff.

Length: 55 feet

Speed: 21.5 kts

Displacement: 34 tons

Range: 175 miles

Propulsion: 2 Diesels

Endurance: 4-5 days

Crew: 4

Built: 1977-1988

Remarks: The 55-foot boats service small buoys and service fixed structures. They have a lifting capacity of 2,000/3,000 lbs and a cargo capacity of 8,000 lbs. The boats are designed for live-aboard and have small repair shops for repairing ATONS while underway.

Remarks: The BUSL fleet was constructed at the Coast Guard Yard in Baltimore, MD. They are designed to provide a stable, versatile platform capable of operating in ocean harbors, major lakes, or navigable rivers, and can recover short range aids to navigation items. Their A-frame crane is rated at 4,500 lbs.

Remarks: The 47' motor lifeboat is designed as a first response rescue resource in high seas, surf & heavy weather environments. They are built to withstand the most severe conditions at sea and are capable of effecting a rescue at sea even under the most difficult circumstances. They are self-bailing, self-righting, almost unsinkable, and have a long cruising radius for their size. If overturned, the vessel will return to an upright position in 30 seconds or less. It is the replacement for the aging 44' MLB fleet.

The total, to be delivered over 5 years, will be 200.

45-foot Response Boat-Medium

USCG 45709 Charleston SC (Sep 2013) - Photo by Larry Van Horn N5FPW

The 45-foot RB-M is being procured to replace the 41-foot utility boat (UTB). It is an all-aluminum boat that has a wireless crew communication system and is powered by twin diesel engines and water jet propulsion. Unlike the 41-foot UTB, the RB-M has the ability to self-right if it should ever capsize. This feature allows the RB-M to operate in higher seas, ensuring the crew (and rescued survivors) comes home safely. For example, RB-M’s survivability parameters are 12-foot seas and 50 knots of wind, whereas the UTB’s limits are 8-foot seas and 30 knots of wind. The RB-M has a top speed in excess of 40 knots and cruises at 30 knots, compared to the 41-foot UTB top speed of 26 knots. All 174 RB-Ms have been delivered.

Length: 45 feet

Speed: 42.5 kts

Range: 250 NM

Remarks: Replaced the 41-foot boats in service. Built by Marinette Marine.

The 41' Utility Boat - Big (UTB) is still considered by most to be the Coast Guard's general workhorse at multi-mission units. They've been in use throughout the Coast Guard since the early '70s, and were designed to operate under moderate weather and sea conditions where speed and maneuverability make them ideal platforms for a variety of missions. The operational limitations allow maximum seas of 8-feet and 30-knots maximum winds.

There are presently 172 operational boats.

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41304 Atlantic City NJ

41320 Boston MA

41330 Curtis Bay MD

41359 Curtis Bay MD

41361 Charleston SC

41372 Charleston SC

41395 Castle Hill RI

41398 Point Allerton (Hull) MA

41428 Tybee Island GA

41452 Curtis Bay MD

41453 Curtis Bay MD

41454 Curtis Bay MD

41492 Point Allerton (Hull) MA

35-Foot Long Range Interceptor II

Length: 35 feet

Speed: 38 kts

Range: 220 NM

Planned Quantity: 10

The new 35-feet Long Ranger Interceptor (LRI) are being introduced for cutters.

33-foot Full Cabin SAFE Response Boat

Engines: Three outboards

Hull Homeport Remarks

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33107 South Padre Island TX

33109 Miami FL

33118 San Diego CA

331255

28 Foot Response Boat-Small II

Length: 28 feet

Max Speed: 45+ knot

Cruising range of 150NM at 35 knots

Minimum crew of 2

Armament: Small Arms

The RB-S II, designed with an increased emphasis on function and crew comfort, will gradually replace the Defender-class RB-S as the older assets reach the end of their service life.

The Coast Guard awarded a delivery order valued at approximately $13 million Sept. 26, 2011 to Metal Shark Aluminum Boats for the production of 38 RB-S II. The contract allows for the procurement of up to 500 boats. Up to 470 boats will be delivered to shore units throughout the Coast Guard to perform port and waterway security, search and rescue, drug and migrant interdiction, environmental and other law enforcement missions. Up to 20 boats may be ordered by Customs and Border Protection and up to ten by the U.S. Navy.

Another contract awarded in September 2013 brings orders up to 99 boats.

27-Foot Full Cabin SAFE Boat

Engines: Two outboards

26-Foot Over the Horizon - IV

Length: 26 feet

Speed: 40 kts

Range: 200 NM

Planned Quantity: 101

The OTH-IV boat provides the capability to deploy armed boarding teams within 20 miles of the parent cutter at speeds of 40 knots.

25-Foot Defender Class Response Boat-Small

Brought into service in 2003 to replace shore-based nonstandard boats, the RB-S features a reinforced bow, full shock-mitigating seating, and a large cabin. It can tow up to 10 tons, operate in winds up to 146 25 knots and seas of up 47-foot Motor Life Boat to 6 feet, and has a range of 150 nautical miles. The second generation boats (RB-S II) are now in production and will replace the original RB-S classes. The RB-S IIs are 29 feet long and have a range of 220 nautical miles. Approximately 268 RB-S boats are in service.

Length: 25 feet

Engines: Two 225 HP Four-stroke Gas Honda engines

Max Speed: 45+ knot

Cruising range of 50NM at 35 knots

Minimum crew of 2

Max seas of 6 ft

Survivable in up to 10 ft seas

Armament: Small Arms

Remarks: Developed in a direct response to the need for additional Homeland Security assets in the wake of the September 11th terrorist attacks, the Defender Class boats were procured under an emergency acquisition authority. With a contract for up to 700 standard response boats, the Defender Class acquisition is one of the largest boat buys of its type in the world. The 100 boat Defender A Class (RB-HS) fleet began arriving at units in May 2002 and continued through August 2003. After several configuration changes, most notably a longer cabin and shock mitigating rear seats, the Defender B Class (RB-S) boats were born. This fleet was first delivered to the field in Oct 2003, and there are currently 357 RB-S boats in operation.

The 457 Defender Class boats currently in operation are assigned to the Coast Guards Maritime Safety and Security Teams (MSST), Maritime Security Response Team (MSRT), Marine Safety Units (MSU), and Small Boat Stations throughout the Coast Guard. With an overall length of 25 feet, two 225 horsepower outboard engines, unique turning radius, and gun mounts boat forward and aft, the Defender Class boats are the ultimate waterborne assets for conducting fast and high speed maneuvering tactics in a small deployable package. This is evidenced in the fact that several Defender Class boats are already in operation by other Homeland Security Department agencies as well as foreign military services for their homeland security missions.

23-foot Center Console Response Boat-Small

23 foot center console SAFE Boat.

Remarks: With a low center of gravity and very little windage the center consoles allow for a wide verity of missions to be easily completed.

Modeled after the Port Security Unit (PSU) and Law Enforcement Detachment (LEDET) programs, MSSTs provide a complementary non-redundant capability designed to close critical security gaps in our nations strategic seaports. MSSTs are staffed to support continuous law enforcement operations both ashore and afloat. In addition, MSSTs:

Provide enhanced port safety and security and law enforcement capabilities to the economic or military significant port where they are based.

Deploy in support of National Special Security Events (NSSEs) requiring Coast Guard presence, such as OpSail, Olympics, Republican & Democratic National Conventions, major disasters or storm recovery operations.

Deploy on board cutters and other naval vessels for port safety and security, drug law enforcement, migrant interdiction or other maritime homeland security mission requirements.

Support Naval Coastal Warfare requirements during Homeland Defense (HLD) and in accordance with long standing agreements with DOD and the Combatant Commanders (protect strategic shipping, major naval combatants and critical infrastructure at home and abroad)

Capabilities

Maritime interdiction and law enforcement

Anti-terrorism/Force Protection

CBRN-E Detection

Vertical Insertion (commonly referred to as Fast Roping)

Search and Rescue (limited)

Port Protection/Anti-sabotage

Underwater Port Security

Canine Handling Teams (Explosives Detection)

Tactical Boat Operations NCW boat tactics

Non Permissive Compliant Boarding capability

MSSTs

MSST 91101 Seattle WA (Established 2002)

MSST 91102 Chesapeake Va. (Established 2002). Renamed a MSRT in 2006

MSST 91103 Los Angeles/Long Beach CA (Established 2002)

MSST 91104 Houston/Galveston TX (Established 2002)

MSST 91105 San Francisco CA (Established 2003)

MSST 91106 Ft. Wadsworth NY (Established 2003)

MSST 91107 Honolulu HI (Established 2005)

MSST 91108 St. Marys, Ga. (Established 2003)

MSST 91109 San Diego, CA (Established 2005)

MSST 91110 Boston, MA (Established 2003)

MSST 91111 Anchorage (Established 2004)

MSST 91112 New Orleans (Established 2004)

MSST 91114 Miami, FL (Established 2005)

Personnel & Equipment

Each MSST has 75 active duty personnel. Each team has six SAFE boats, three physical security teams, and two canine teams.

A MSRT is an enhanced MSST with pretty much double the capabilities of a MSST.

PSUs can deploy within 24 hours and establish operations within 96 hours after initial call-up. Each PSU has transportable boats equipped with dual outboard motors, and support equipment to ensure mobility and sustainability for up to 30 days. Every PSU is staffed by a combination of reserve and active duty personnel. PSUs require specialized training not available elsewhere in the Coast Guard. Coast Guard Reservists assigned to Port Security Units must complete a 2 week Basic Skills Course at the PSU Training Detachment in Camp LeJeune, NC.

In addition to their most recent support of homeland security operations around the country, PSUs were deployed to the Persian Gulf during Operation Desert Storm in 1990. They also served in Haiti during Operation Uphold Democracy in 1994. In December 2000, PSU 309 from Port Clinton, OH was deployed to the Middle East to provide vital force protection for the Navy assets following the attack on the USS Cole.

PSU 301 Cape Cod Canal MA

PSU 305 Fort Eustis VA

PSU 307 St. Petersburg FL

PSU 308 Gulfport MS

PSU 309 Port Clinton Ohio

PSU 311 Long Beach CA

PSU 312 Alameda CA

PSU 313 Tacoma WA

Maritime Force Protection Units

MFPUs provide enhanced security for U.S. Navy ballistic missile submarines within the units' homeport transit areas. These submarines generally operate on the surface with other vessel traffic when entering or departing ship channels leading to their homeport, and the MFPU will provide additional security measures while operating under these conditions.

MFPUs consist of an 87 foot cutter, small boats, and about 200 personnel.

National Strike Force

The National Strike Force’s (NSF) mission is to provide highly trained, experienced personnel and specialized equipment to Coast Guard and other federal agencies to facilitate preparedness and response to oil and hazardous substance pollution incidents in order to protect public health and the environment. The NSF’s area of responsibility covers all Coast Guard Districts and

Federal Response Regions.

The National Strike Force totals over 200 active duty, civilian, reserve, and auxiliary personnel and includes the National Strike Force Coordination Center (NSFCC); the Atlantic Strike Team; the Gulf Strike Team; the Pacific Strike Team; and the Public Information Assist Team (PIAT) located at the NSFCC.

PACAREA TCC-3

The Transportable Communications Center (TCC) is a deployable communications command center. The TCC supports a wide scope of missions including law enforcement, search and rescue, and contingency communications to those area affected by natural disaster or other phenomena.

The TCC is equipped with: Three HF transceivers capable of 125-400 watts; Two VHF-FM Marine transceivers; Two UHF transceivers and five programmable police band transceivers in the 400-800 MHz range. The TCC is equipped with a LST-5D providing a dual port dama circuit over which one sat voice and one sat data circuit operate.

The TCC is equipped with a KWR-46 and a EPSBRT receiver/demultiplexer enabling operators to monitor the HMCG broadcast and receive Over The Air Receipts of keymat when deployed. The TCC is also equipped with phone patch capability in both clear and encrypted modes.

A team consisting of an OSC, OS1, IT1, MK1 & two ET2’s that deploy w/mobile communications trailers or Transportable Communications Centrals (TCC’s).

There are two TCC’s: TMACC & TMMIC – BOTH are LANTAREA assets maintained and operated by the Contingency Comms Team based out of CAMSLANT located in southern Chesapeake VA close to the VA/NC border.

TMACC = Transportable Multi-Agency Communications Central

TMMIC = Transportable Multi-Mission Communications Central

The TMACC & TMMIC provide comms support when temporary communications facilities are required. They deploy on short notice in support of but not limited to: Natural Disasters (Hurricane relief, etc), Homeland Security OPS, SAR, law enforcement, & COTP OPS.

The Contingency Team remains in B-6 status 24x7/365 for mission readiness. The TCC’s are coupled with rugged F-750 tow vehicles and are also C-130 deployable to ensure rapid deployment in response to a variety of mission demands.

What is the Contingency Comms Team?

Commissioned in 1992, TMACC was developed to support joint and multi-agency operations. The TMACC is the larger of the two TCC’s. The TMACC is equipped with a broad range of communication and command and control systems that allow for interoperability between Coast Guard, DOD, Customs, DEA, local and state authorities. (Can accommodate 2-3 personnel comfortably, normally manned by 2 personnel.)

Commissioned in 1995, TMMIC was primarily developed to support Coast Guard missions, but can also work with other agencies. TMMIC is the smaller of the two TCC’s. (Can accommodate 1 person comfortably, normally manned by 1 person. 2 person max.)

Capabilities

Both units provide capabilities to operate and monitor all Coast Guard frequencies; clear, protected, and secure.

Standard Coast Guard VHF-AM aircraft radio (air-to-ground) capable of protected communications up to SBU. CAMSLANT Contingency personnel will program these radios with frequencies provided by the requesting unit.

Standard Coast Guard HF radio capable of secure communications up to Secret. Can be used for HF messaging or any other High Frequency requirement.

MILSATCOM - DAMA Capable - LST-5D - 1 ea - Secure

Coast Guard’s primary satellite voice system installed on cutters 110’s and above. Circuits include HLS Net, JIATF Surface Net, and JIATF Air Net. Load up to two channels – can only monitor one at a time.

Satellite Telephone - Portable Iridium Phone - 1 ea - Clear/Secure

Capable of communications up to Secret. Can be used separately as a hand-held radio or as a stand-alone system in the TCC. External antenna system is available. Useful when phone lines are not available.

High Frequency Automatic Link Establishment (HF/ALE) Network used by CG & Customs aircraft. Primarily used for air guards w/ CAMSLANT for C-130’s, Jay-hawk, Falcons, and C-130’s

BOTH MISC

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Each unit is provided with a GPS receiver to establish position and assist with satellite antenna alignment and a digital voice logger capable of recording both data and voice circuits.

Each unit may be deployed with a Deployable Rapid Assembly Shelter (DRASH) that is capable of acting as a command and control center for a small staff. Also included with the DRASH tents, are portable air conditioning units that are available upon request.

Please note that the TMACC and TMMIC are self-supporting through the use of two diesel generators that provide power to all onboard systems (including air conditioning) in the event that shore power is not available on site. Within the trailers, the TMACC can comfortably accommodate two watch standers and one individual typically mans the TMMIC during operations.

The enhanced Mobile Incident Command Post (eMICP) is a trailer outfitted with temporary office and conference room facilities. The eMICP can be deployed alone or interfaced with the MCV to augment organic C4&IT capabilities. The eMICP provides a platform to conduct Coast Guard Command and Control, act as an incident command post, and support staff working an event. The eMICP is a conference room on wheels with a built in communications package to equip the conference room with Type I classified and Type III SBU (sensitive but unclassified) voice and data. The eMICP provides various communications systems along with twelve (12) work stations and a conference room table.

A tractor and a commercially licensed driver-team will tow the eMICP to any Continental United States (CONUS) location.

The Mobile Communications Vehicle (MCV) can be deployed independently to provide robust communications to an established command center, or to an ad hoc environment such as a hotel room. It is designed to interface with a command center or eMICP to enhance classified and unclassified voice, and radio (HF, UHF, VHF) communications as well as provide voice and data interoperability with Coast Guard units, state, local, and federal interagency partners. The vehicle was designed to be C130J transportable to both CONUS and Outside the Continental United States (OCONUS) locations.

The Portable Computer Store (PCS) is a contingency cache of six kits totaling 30 Standard Workstation III (SWIII) laptops and six routers which can be used to augment resources at a unit for surge operations, or establish a limited Local Area Network (LAN) in a temporary command and control facility. As a deployable kit, each PCS provides the critical equipment necessary for users to access vital business and operational tools. Each PCS kit contains a 16-port Voice Protocol Network capable router, five SWIII laptop computers, and necessary power supplies. Users may directly connect the laptops to existing Coast Guard Data Network plus (CGDN+) connections in Coast Guard facilities, or access CGDN+ through the internet using remote access services. The router enables up to 15 machines to share a single data connection for access to the Internet or CGDN+. Each user must have a remote access token to facilitate CGDN+ access when not directly connected to a CGDN+.

The Portable SIPRNet (PS) provides secure communications up to the level of SECRET. The portable SIPRNet asset consists of standard approved image laptops, a satellite terminal and network equipment necessary to provide connections to SIPRNet at remote locations. It is housed in flyaway cases that can be transported by two personnel as carry on baggage on commercial aircraft. PS can be deployed independently or as a module that plugs into the eMICP and MCV.

Telecommunications & Information Systems Command (TISCOM)

TISCOM is a part of the C4IT Service Center and serves as the Coast Guard's Center of Excellence (COE) for enterprise information technology infrastructure. As such TISCOM develops, deploys, secures and supports the Coast Guard's IT Infrastructure for both the SBU and SECRET enterprises. Solutions are divided into three areas:

The Operations Systems Center (OSC) is a government-owned, contractor-operated unit with the primary function of providing full life-cycle support for operationally-focused Coast Guard Automated Information Systems. These systems support the Coast Guard’s five strategic missions: Protection of Natural Resources, National Defense, Maritime Safety, Mobility, and Security.

At the OSC’s establishment in 1991, 45 full-time staff members supported five mission-critical information systems. Today, there are over 340 full-time staff members operating, maintaining, developing, and/or providing user support for over 35 enterprise-wide information systems. Team OSC, comprised of Active Duty Military, Federal Civilian, Contractors, and Reservists, provides technical support to Coast Guard Program Managers concerning these systems, to ensure proper system operation, analyze needs, and recommend configuration changes.

Rescue 21 Program

Source: Coast Guard Fact Sheet

The U.S. Coast Guard is replacing its outdated communications system in a project titled Rescue 21.

The Coast Guard’s current backbone communications network is the National Distress and Response System (NDRS). Established more than 30 years ago, this VHF-FM-based radio communication system has a range of up to 20 nautical miles along most of the U.S. shoreline.

While this system has served the Coast Guard well over the years, it consists of out-of-date and non-standard equipment with many limitations. These include:

Imprecise direction finding capability.

Numerous geographic coverage gaps.

Lack of interoperability — for example, with other emergency response services.

Single-channel radio operation, which prohibits the ability to receive radio calls when the system is previously engaged in a transmission.

To address the limitations of the current communications system, the Coast Guard has implemented Rescue 21.

Rescue 21 will replace a wide range of aging, obsolete VHF-FM radio communications equipment and will revolutionize how the Coast Guard communicates and carries out its various missions. The system offers:

Enhanced VHF-FM and UHF (line-of-site) coverage, for more certain reception of distress calls.

Position localization — within 2 degrees — of VHF-FM transmissions, so rescue vessels have a dramatically smaller area to search.

An increase in the number of voice and data channels from one to six, allowing watchstanders to conduct multiple operations. No longer will a single caller in distress — or worse, a hoax caller — prevent another caller from getting through.

Protected communications for all Coast Guard operations.

Position tracking of certain Coast Guard assets such as boats and cutters.

Digital voice recording with immediate, enhanced playback, improving the chances for unclear messages to be understood.

Improved interoperability among the Coast Guard and federal, state, and local partners, so additional resources can be added to rescue operations as needed.

Digital selective calling (DSC), an alternate distress communication system used internationally on Channel 70. If properly registered with a Mobile Maritime Service Identity (MMSI) number and interfaced with GPS, the DSC radio signal transmits vital vessel information, position, and the nature of distress (if entered) at the push of a button.

Provides portable, deployable towers and electronics for restoration of communications during emergencies and natural disasters.

By replacing outdated technology with a fully integrated communications system that bridges interoperability gaps, Rescue 21 boosts the ability to protect boaters and the nation’s coasts. Saving lives and providing homeland security are both vital missions in the 21st century.